How Does Torque Table Tuning Work?

Should you bother with torque based tuning models (if available) on your race car setup? There's no right or wrong, and it's not a tool that is going to suit or be a game-changer for everyone, but it certainly is and will be for some applications out there.

Hopefully this quick 'Today at HPA' insight into how it works using MoTeC's GPRP Pro custom firmware option, some of the tuning tables involved and why it all matters helps you understand this to help you figure out your own development path, or just understand what others are doing out of pure interest.

We're using our Toyota 'SR86' (SR20 swapped GT86: https://youtu.be/cvn2yecI_Bk ) for this example, which is equipped with a MoTeC ECU and Ecumaster wireless racing panel to enable real-time diver adjustments to suit changing conditions or simply just preference after a driver swap.
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TIME STAMPS:
0:00 - Today At HPA
0:08 - GPRP Pro | Torque Based Tuning
0:55 - How Torque Based Models Work
2:20 - Torque Limit Table
2:40 - Boost/Torque Relationship
3:26 - Dyno Vs Requests
3:40 - Pedal Translation Vs Torque Requests
4:03 - Why Bother?
4:37 - Torque Response System
5:04 - Power Loss = Non Issue
5:20 - Throttle Butterfly Airflow Explanation
5:54 - Why Butterfly Airflow That Matters!
6:08 - Traction Control Vs Wheel-spin Advantage
6:34 - MoTeC Traction Model
7:07 - Downforce Coefficient
7:23 - CoG Height
7:30 - Traction Tuning
8:10 - Tyre Coefficient
8:43 - Driver Adjustment
9:48 - Game Changer For SOME
10:02 - Real Data Analysis Example
11:42 - Torque Reduction Options
12:23 - Quick Insight, Hope It Helps!
12:37 - Wheel Setup
12:55 - BUILD.TUNE.DRIVE